Auxiliary air supply for explosion engines



G. S. KING.

AUXILIARY MR SUPPLY FOR-EXPLOSION ENGINES.

APPLICATION FILED NOV.H, I920.

Patented Apr. 18, 1922.

INVENTOR.

ononon s. KING, or BERKELEY, CALIFORNIA.

AUXILIARY AIR SUPIPLY FOR EXPLOSION ENGINES.

Apphcation filed November 11, 1920. Serial No. 423,424.

'7 0 all whomit may concern:

Be it. known that I, GEORGES. IQING, a citizen of the United States, residing at Berkeley, in the county of Alameda, State of California, have invented a new and useful Auxiliary Air Supply for Explosion Engines, of which the following is a specification in such full and clearv terms as will enable those skilled in the art to construct and use the same. i

This invention relates to an auxiliary air supply for explosion engines and its object is to automatically vary the supply of air admitted to the engine to correspond with the engine operating conditions at different speeds. 0 A further object of the invention is to provide means whereby the automatic part of the apparatus may be thrown out of operation to permit an indefinite supply'of air to pass to the engine when no fuel sup ly is necessary as occurs during the time t at the automobile is'running downhill.

It will be understood by those skilled in the art that carbureters must be made to supply explosion engines, with gas over considerahle' ranges of speed and power conditions. However, in order to have the engine start easily it must be supplied with a highly explosive mixture of gas for low speeds and it is not possible with the ordinary carbureterto produce a carburetor completely automatic throughout all of the driving conditions so that some additional apparatus is necessary to supply the added air necessary at high speeds, if the least fuel is to be used.

In, the present instance, this apparatus provides automatic control of the added air necessaryto produce, an economical operation of the motive power and, also provides 'means whereby the, driver may by hand increase the air supply indefinitely, thereby causing the engine to operate as a brake when the car is running down hill and avoiding the use of any fuel at all at such times as that.

Other objectsof the invention willappear as the description proceeds,

An embodiment ofthe invention is shown in the accompanying drawings in which the same reference numeral is applied to the same portion throughout, but 'I am aware that there may be modifications thereof.

t Figure 1 is a side elevation of an engine coordinate.

having this auxiliary air supply applied to its intake manifold.

Fig. 2 is a plan view of the auxiliaryair supply.

Fig. 3 is a side elevation of the air supply.

Fig. i is a vertical sectional View of the auxiliary air supply. v

Fig. 5 is a diagram indicating the conditions of running ofthe automobile engine from zero speed to a speed of 2000 R. P. M. corresponding witha car speed from zero to 55 miles per hour.v

Examining the diagram first, the vacuum attained is indicated at the vertical coordinate'and the throttle opening corresponding with the given miles per hour is indicated increasingly to the right on the horizontal The vertical coordinate A increases from one .to ten or twelve pounds per square inch in ordinary cars, some cars having a greater vacuum than others at the idling speed. Also in ordinary'cars the horizontal coordinate B will cover a speed of from one to fifty miles per hour, seldom exceeding that. It will be seen of course, that with the throttle closed and the engine stopped, there is no movement of explosive gas into the engine cylinders, however, as soon as the engine is started and begins to run at its idling speed, the vacuum rapidly goes up to the maximum, depending upon the kind of engine used, and the kind of carbureter used, the maximum point belng indicated at C, from which point as the cars the throttle thenbeing wide open.

This curve means, that at the highest vacuum point no additional air must be supplied, since at that moment the mixture supply is very rich and any excess air would simply tend tomake the englne run faster than is needed.

Also at the point D where the throttle is wide openthdminimum pressure is found, the auxiliary air supply must be arranged to supply some further air than the, carburetor itself will supply because with the engine running rapidly, the mixture may be made as lean as will. maintain thegiven speed. The apparatus therefor must regulate itself under such conditions, but when no power at all is required, manual means must be air supply apparatus is indicated generally at 5 and is applied to the inlet manifold of the engine by means of a pipe 6 which is,

Connected therewith. The auxiliary air supply apparatus consists of a casing having a chamber 7 therein, which chamber has a connection at 8 and 9 with a passageway 10. The bottom of the chamber is closed by means of a plug 11, which has an opening thereon provided with an annular seat upon whicha plunger valve 12 rests when the engine, is not running.

I The plunger valve has an opening from end to end indicated at 13 to prevent it from being too easily lifted by the suction of the engine and it also fits the chamber loosely enough to permit a certain amount of air to pass. v A

The operation of the plunger valve is regulated by means of a screw 13 which obstructs the passage8 much or little as may be necessary and as will be seen later. A pipe 14 connects the top of the casing 5 with a T 15. Said T being connected on 1 its side with a pipe 6 which extends to the inlet manifold. The top of the T has a valve casing 17 secured thereto, said valve casing having an arm 18 to which is pivotally connected a bell crank lever 19 bearing upon the top offthe valve stem 20. The valve stem 20 is held normally raised by the spring 21 which holds the valve 22 seated .to prevent air from passing into the auxiliary-air supply. The lower end of the rod 20is arranged to be of such length as to unseat the plunger 12 whenever additional air is needed, to'prevent the engine from getting any fuel thus providing two means for supplying the engine with free air whenever the car is running down hill.

In operation as the engine is under a considerable vacuum at starting, the plunger valve 12 will rise and prevent any air from passing'to the engine through this auxiliary air supply. As the vacuum decreases the plunger valve willfall and more or less air will be permitted to passthrough the hole 18 and passageway 8 to the engine as the speed requirements determine are necessary,- and this will be regulated by screw 13'.

If the speed loecomes great enough the plunger 12 will-fallso that this auxiliary air supply apparatus will permit the entire area 7 of the passageway 8 to supply the engine with auxiliary air asregulated by the screw tity ofairallowed to pass through said casii ing to the explosion engine and manual means for unseating the valve to permit an indefinite supply of air to pass tosaid engine. 1 i

2. An auxiliary air supply for explosion engines comprisinga casing, pipes connecting said casing with an inlet manifold of an explosion engine, and a weighted valve in the casing to determine, the quantity of air admitted to the explosion cylinder during the running of the engine, the casing having a by-passwith openings thereinto above and below said valve, the valve being arranged quantity of air to pass it to permit a small in the casing. 7

3. An auxiliary air supply device for ex plosion engines comprising a casing with a hole in its bottom having a by-pass from its upper to its lower portion, pipes connecting said casing with the inlet manifold of an explosion engine above the carbureter and a weighted valve in the casing movable to a position from the bottom of theicasingto the top of the casing to prevent the access of air to the explosion engine cylinder when: ever the vacuum within the inlet manifold rises above or. falls below a predetermined amount, the'valve being arranged to close the hole in the bottom of the casing when the engine is" running at lower vacuum.

4:. An auxiliary air supply for explosion engines comprising acasing with a hole in its bottom having a by-pass extending from one end to the otherend thereof, a valvemovable in said casing to determine the quantity of air supplied to the engine under different running conditions: and a screw movable into the by-pass to regulate the quantity of air passing therethrough, the.

valve also permitting a small amount of air through the casing'to pass it when it is unseated. 1 1

f In testimony whereof I have hereunto set my handthis 24th day of October A.

GEORGE KING, 

